Passenger-car.



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PASSENGER GAE. AIILIATION FILED FEB. 27, 1905.

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No. 844,138. l PATENTED FEB. 12, 1907. v -.W. 5A. JACOBS.

PASSENGER GAR.

APPI-.IO'TION ILIED FEB. 27, 1906.

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PASSENGER GAR. APPLICATION' FILED 11213.27, 1906.

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` PATENTED PEB. 12, 1907. W.. A. JACOBS. PASSENGER GAR. APPLICATION FILED FEB. 27.1906.

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PASSENGER GAR.

APPLICATION FILED IBB. 27, 190s.

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' WALTER ALLEN JAcoBs,

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OF ADAMANT, VERMONT.

PASSENGERCAR.

Application sied February 27, 190e. sei-iai No. 303.137.

To all whom it may concern:

. Be it known that I, WALTER ALLEN JACOBS, a citizen of the United States, residing at Adamant, in the town of Calais, in the county of Washington and State of Vermont, have invented new and useful Improvements in Passenger-Cars, of which the following is a specification.

The invention relates to an improvement in passengercars designed primarily for street-railway service and comprehending speciiically a car constructed to be readily converted into the open or closed type.

The main object of the present invention resides in the production oi a car constructed to permit either a transverse or longitudinal arrangement of seats, as may be desired, with the particular type of car, thereby providing the conventional arrangement of seats with both the open and Iclosed type.`

A further object ofthe invention is the provision of seats provided with telescopic sections and whereby the increased seating capacity of the open car is provided for in converting the structure 'from a closed car.

A further object ot the invention is the provision ci means by which the sides of the car may be closed or opened, as necessary, in the particular type of car desired.

A further object of the invention will be apparent from the 'following description, taken in connection with the accompanying drawings, in whichp Figure 1 is a horizontal section through a car constructed in accordance with my in- 'vention, the line of section being just above the seats and the car shown as of the open type. Fig. 2 is a similar view showing the car converted to the closed type. Fig. 3 is a view in elevation of one of the seats of the car, showing it arranged as an open car. Fig.

4 is a-section of the same on line 4 4 of Fig. 3.

Fig. 5 is a rear elevation of one of the central seats of the car when in use `for Van open car. Fig. 6 is a section on line 6 6 of Fig. 5. Fig. 7 is a view in elevation, showing one end -seat constructed in arrangement in the open- Fig'. 8 is a section of the same on car type. line 8 8 of Fig. 7. Fig. 9 isa section of the same on line 9 9 of Fig. 7. Fig. 10 is a plan of the opposite end seat for the open type construction. Fig. 11 is a front elevation of the same. Fig. 12 is a vertical central section of the same, the seat being shown in folded position in dotted outline. Fig. 13 is Specication of Letters Patent.

section on line 17 17 of Fig. 16.

template the use of any type desired. the purposes of the 'present invention, how- Patented Feb. 12, 1907.

an end elevationof an auxiliary seat necessary for the closed type of car, but shown in Fig. 7 as concealed beneath an end seat in the open type of car. spective illustrating the connection between the telescoping back and the end hinge therefor. Fig. 15 is a rear elevation of one of the seat-backs, showing means for holding same in operative position. Fig. 16 is an enlarged sectional view illustrating the telescopic connection between the said sections, the sections being shown extended. Fig. 17 is a Y Fig. 18 is a view in elevation, illustrating the slidingpanel arrangement Yfor closing the sides of the car. 19 is a section through one of the roof-standards of the car, illustrating the' arrangement of the sliding panels relative to said standard. Fig. 20 is a perspective of one of the sliding panels. Fig. 21 is a broken section transverse the car, taken through the sliding panels, showing the panels elevated to provide the open type of car. similar view showing the panels lowered to provide the closed type of car. Fig. 23 is an enlarged broken sectional view illustrating Fig. 14 is a detail per- Fig. 22 is a the connection between the broken ends of x two of the panels. Fig. 24 is a transverse section of the car constructed in accordance with my invention, showing the samein use as an open car. Fig. 25 is a broken enlarged elevation showing the cam connection for permitting independent vertical movement of the seats. Fig. 26 is a plan view of one of the cam-sections.

Referring 'particularly to the drawings, myk K improved car, so far as the framing thereof is concerned, maybe of any desired construction, it being understood that, aside from the seat structure and side panel structure, the r articular arrangement or details of the car ira'me or body are immaterial so far as the present invention is concerned, and I opnever, the car-body comprises the floor 1, mounted upon the usual longitudinal wheels 2, to which are secured the folding longitudinally-arranged side stel/is 3, the body being suf'jiported upon the usual truck-frames `4.* The car-body has the usual ends 5, `provided. with central sliding doors 6 and beyond said ends with a ',jilatform 7, upon which is supportedlnisual controlling and operating mechanism. The body is coveredvby any de- IOO sired type of roof 8, supported from the floor and wheels 2 by root-standards 9, which are of a particular const-ruction,to be later described, it being understood, however, that these standards are arranged in vertical spaced parallel relation, as is usual in car constructions.

The essential feature of the present invention resides inthe construction of seats for said car by which the car may be converted to the usual open ty'e, hving` seats extending entirely across the body oil the car, or may be converted into car of the closed typ e, in which the seats extend longitudinally of and in proximity to the side walls ot the car.

Referring particularly to Fig. 1, wherein the seat arrangement is shown to provide a car ot the Open type, it will be noted that the end seats of the car diti'er in specific construction 'from each other and from the remainder of the seats and that one of the seats next to one of the end seats is also of a 'p articular distinctive construction, the remaining seats et the car being 'practically identical with each other. For the purposes ol" the following descri' ;tion the forward end seat will be indicated by 1t), the rear end seat by 11, the p articular seat next the seat 10 by 12, and the.

remaining seats of the car, which are of duplicate construction, by 13.

The end seat 10, for convenience hereinafter referred to as the Hforward end seat,is illustrated particularly in 1, 10, 11, and 12, wherein it is shown as com'A rising three sections 14, 15, and 15, each anjroximately one-third the length ot the seat, the central section 15 telesco' ing in the section 16 when converting` the car to a closed car. It will be noted that the end seat 10 extends entirely across the car and that the central section 15 when extended 'projects across the entrance-opening closed by the forward dor r 6, so that when this section 15 is telescojed within the section 16 the doorway is unobstructed and may be used for the ordinary purpose.

The construction of the end scat to permit the telescopic action referred to is illustrated particularly in Figs. 16 and 17, such telesco'jxic connection being the preferred form used throughout the entire seat construction. The seat structures throughout the car are preferably metallic, the 'fixed section ot each seat comprising a metallic late 17, forming the seat prop er, the side edges of which are projected to form marginal guideways 1S, preferably provided by bending the edges ot the seat i' ro'j er to form a depending rightangle wall 19 and an inwardly-extending Wall 20, spaced from and in parallel relation to the seat'` late 17, the wall 2O terminating a com' aratively sh 'rt distance from the wall 19. The telescopic section of each seat structure comprises a seat-plate 21, the inarginal edges of which are bent to rrovide a de- 'le ending *all 22 and an inwardly-extending *all 23, '.:roviding a guiding rojection of a size to tit within the guideway 18 in 'the iixed section. The depending Talls 19 ot the guideway 18 are formed with guide-slots 24 extending longitudinally thereof, with which slotsrivets or bolts 25, projecting from the depending wall 22 of the telescolic section, are designed to cooperate, thus 'permitting and guiding the movement of the telescopic section relative to the fixed section.

To insure the seat-plate 21 lying in the plane with the seat-plate 17 when the sections are at their limit of extended movement, the slot-walls at the end of the guion-slot adjacent the telescopic section are inclined upwardly at 26, and underlying said inclined portion 26 the wall 2O of the guidoway is also upwardly inclined. at 27. The wall 23 oi the telescopic section is oiset or downwardly inclined at 28 adjacent the connected end of said section, the seat-plate 21 of this section being also downwardly inclined at 29 above the inclined'portion 2S of the wall 23. The 'tree edge ot the plate 17 adjacent the end of the telescopic section is beveled at 30 to cooperate with the inclined portion 29 of the seat-plate 21 of the telescopic section. By this construction as the telescopic section is drawn from the lixed section the bolt 25, riding in the inclined portion 26 ot the guideslot, and the incl' ed section 23 et the wall 23, riding upon the inclined. portion 27 ci the wall 20, causes the telescopic section to be elevated as a whole to aline its seat-plate 21 with the seat-plate 17 ci' the fixed section, the bevel portion 30 of the seat-plate 17 cooperating with the inclined portion 29 of the seat-plate 21 to avoid obstruction and provide a practically continuous seat-plate.

The section 14 of the forward end seat 10 may be constructed in any preferred manner, though preferably of a construction similar to that described 'for the Yfixed section 16, omitting, of course, the guide-slots and inclined ways described. l/Vhen fully extend ed, the end of the telescopic section 15 en gages the proximate end of the section 14 by iitting within the guidcway 18 in said section 14, thereby securing the sections in position to 'form a seat extending entirely transverse the car, it being understood that the forward end 5 of the car provides a back for this end seat.

The sections 14 and 16 are hinged to the approximate ends of the car by any desirable type ofi ge connection 3]., and each section is provided at its tree longitudinal edge with a leg 32, having the hinged connection with the sections and extending to an incline therefrom, with its toot resting on the Hoor of the car and witlin a guideway 33. The foot or 0 irse end of the leg 32 is formed with a projection 34, designed to engage 1n rear of an off- IOO IIO

i `set 35, formed in the base-wall ofthe guideroL way, said offset being positioned to support the, sections in elevated or folded position, as hereinafter described.

The seat 11, hereinafter termed the rearend seat, is illustrated more particularly in Figs. 7 and 8, wherein it is shown as comprehending a seat proper, 36, oi the full width of the car and supported to provide for its movement, as hereinafter described. As this seat is contemplated for use in converting the car into a closed car, it is provided with a bach 37, having hinged and reversible connection with the seat 36 through the medium of hinge-brackets 38 of the usual construction. The seat 36 and back 37 are of the sectional formation.illustrated and de scribed in connection with the seat 10, the back plate of the back 37, however, being preferably longitudinally slotted to provide a series of bars 39 for lightness and comfort. At one endthe seat 11 is provided with a fixed leg 40, depending from the seat and resting upon the floor of the car-body. At

the opposite end the seat 11 is pivotally and slidably connected with the car-body through themedium of a lug-bracket 41, revolubly supported on a rod 42, provided with upper and lower sleeves 43 and 43, mounted 'for sliding movement upon rods 44', secured spaced relation to the rear end of the car. The lower sleeve 43 is provided with an upwardly-extending sleeve 45', having an upper cam-surface to receive and coperate with the cam-surface formed on the lower face of the bracket-sleeve engaging the rod 42, as clearly shown in Fig. 8, for a purpose to be hereinafter explained.

The seat 12 immediately in rear of the for wardseat 10 also comprises three sections 44, 45, and 46, the central section 45 telescoping within the fixed section 46 in the manner described in connection with seat 10, it being understood that the backs 47 of these respective sections are constructed practically identical with the seat portions and telescope in exactly the same manner'. As will be seen particularly in Figs. 3 and 4, the sections 44, 45, and 46 are practically of equal length, each including about one-third the *full length of the seat when in use in the open type of car. The end of the -fixed section 46 is revolubly supported in a manner similar to that illustrated in Fig. 3, the brackets 48 projecting from the licor of the car and from the adjacent roofstandard 9. The opposite end oi the tixed section 46 is provided with a relatively fixed leg 49. The end of the section 44 next the telescopic section 45 is provided with a leg 50, similar t'o the leg 49, exceptthat it has hinged connection with the section. The back-sections 47 of this seat are connected with the seat-sections by the usual reversible hinge-brackets 51, the

braclretl of the section 46 being secured to the seat-plate thereof and movable with said section, while the hinge-bracket of the` connection 44 is secured to the approximate roof-standard 9 and has a hinged connection with the back 47 of this section, so that when the section 44 is turned to convert the car into a closed car the bracket 51 connected therewith remains in relatively iixed relation with the adjacent roof-standard, the necessary movement of the back 47 of this section 44 being permitted by the described hinged connection between the baclr and hingebracket thereof.

It is to be particularlyy noted that the swinging sections are supported on a sectional sleeve, the contacting faces ot which are provided with regular cam-surfaces 43', so constructed that as the seat is swung from closed to open position, or vice versa, said seat -ing dragging or contact of the parts with the floor.

ln converting` the car from an open car to a closed car, as will be later described, it is necessary that in moving-the section 44 of the seat 12 from a position transverse the car to a position longitudinally thereof that said seat when in the latter position occupy a plane below its normal plane when transverse the car. This will be readily understood, as the seat-surface of the open car is greatly in excess of that required for the closed car. Hence a portion of said seat-surface must be disposed of in converting the structure to a closed car, and in the particular section 44 it is moved into such a plane longitudinally of the car as to permit a second seat to overlie the same and provide the seat proper. This movement of the section 44 is gained primarily by securingl the end of said seat next the roof-standard to a legbracket 52, 'provided with sleeves 53, designed for revoluble support on a rod 54, mounted in brackets 55, iixed, respectively, to the floor of the car and to the adjacent roof-standard 9.

'The sleeves 53, as well as the sleeves of the mitting the movement of the section as an entirety into a plane below that occupied when transverse the car. By virtue ot the hinged connection of the leg 50 with the secn tion 44 said leg may be suitably inclined in moving the section 44 to its longitudinal position to support the free end of said section at the desired elevation from the tloor.

Theremaining seats 13 of the car, of which IOO IIC?

IZO

there may be any desired number, are identical in construction, each comprising a iixed section 57 and a telescopic section 58. These seats are particularly illustrated in Figs. 5 and 6, wherein it will be noted that the seatplates 59 of each section are arranged for telescopic connection, as described7 and shown in Figs. 16 and 17, the back 60 of the sections being also arranged for similar telescopic connection. The lixed section of each of the seats 13 has movable connection with the adjacent roof-standard, said connection 61 being identical with that described for the seat 11 and shown in Fig. 8. rlhe opposite or inner end of the iixed section is provided with a relatively lixed leg 62, supporting the end of this section in proper relation to the lloor. The back of the iixed section has hinged connection with the seat-plate 59 thereof through the heretofore described hingebracket 63, the support for which is secured to the seat-plate of the section.

The free or outer end of the telescopic section of the seat 13 is designed to rest upon a horizontal ledge 64, ecting from a leg 65, iixed to the adjacent roof-standard by a saitable bracket 66, preferably also secured to the iloor, as clearly shown in Fig. 6. This leg also supports the hinge-bracket 67, by which. the back of the telescopic section is arranged for hinged and reversible connection with the eat. As the bracket 67 is iixed relative to the adjacent roof-standard and the back-plate 60 of the telescopic section is adapted for movement away from said rooistandard, the parts must be arranged to permit ready disconnection. r'his result is gained by forming the end bar of the hingebracket with a series of openings 68 and forming the free end of the back 60 of the telescopic section with projections 69, designed to snugly tit into the openings 68 and projecting beyond the surface of the hinge bracket. A spring-latch is arrangeden the face of the bracket 67 and formed with a projection 71 to enter an opening 72, formed in one of the projections 69, whereby to lock said back-plate 60 to the hingebracket when the parts are in cooperative relation.

It is to be particularly noted that, as shown in Fig. 1, the sections of the respective seats 13 are successively oppcsitelypositionezl-that is, the iixed section et one seat 13 will be in alinement longitudinally of the car with the telescopic section of the next succeeding seat, whereby said xed sections are connected alternately to the adiacent roofstandards en opposite sides of the car.

Assuming the seats arranged in the manner illustrated in Fig. 1, wherein the car is the open type, and that it is desired to convert the car, so far as the seat structure is con cerned, into a car of the closed type, the operation is as follows: The section 15 of the seat 10 is telescoped within the section 16. The sections 14 and 16 are swung upwardly on their hinged connections 31, the lower end of the leg 32 engaging in rear of the projection 35. and maintaining said sections elevated. rJhe section 45 is telescoped within the section 46, and said section 46 is turned on the connection 48 toward the forward end of the car until the section rests longitudinally of the car. The section 44 is turned on the connection 54 toward the liront of the car, being thereby moved into a plane below its normal plane.

The sections 58 of the seats 13 are telescoped within the sections 57 and each of said sections turned upon their pivotal supports toward the front ofthe car to cause said sections 57 'to respectively aline longitudinally of the car. The iixed section 57 of the seat 13, immediately in rear of the seat 12, has pivotal connection with the roof-standard on the same side of the car as the section 44 of said seat 12, and the length ot the section 58 of the particular seat 13 is of a length to extend approximately to the front wall 5 of the car when turned longitudinally thereof, so that in the-movement of this section 57 it will overlie the depressed section 14 and provide a seat extending from its pivotal connection to the forwardwall of the car-body. The next succeeding seat 13 has its fixed section pivotally supported on the opposite side of the car and when turned into longitudinal relation with the car will 'till the space between its pivotal connection and the pivotal connection or approximate end of the iixed section 46 of the seat 12. The sections 57 are thus alternately turnedto opposite sides of the carto provide longitudinallyarranged seais, as clearly shown in Fig. 2. As the iixed section 57 of the seat 13 immedialely forward oi the seat 11 is pivotally supported on the side of the car opposite the pivo`.al support of said seat 11, the latter seat is utilized to fill the space of the car opposite the particular section 57, this result being gained by swinging the seat 11 on its pivot al connection 42 and at the same time sliding the sleeves 43 and 43 longitudinally on the rods 44 until they are positioned at the opposite ends of said rods, so that the end of said seat 11 against the side of the car when in open position is caused to abut against the rear end ol.l the car when in closed position, This operation positions the seat 11 in a plane with the seat-plaies of` the sections 57 of the seats 13 on that side of the car, it being understood that in this movement oi the seat 11 the back 37 thereof is swung upon the hinge-brackets 38 to reverse its position, for an obvious reason. As thus arranged a space is lelit between the pivotal connection ot' the section 57 of the seat immediately forward of the seat 11 and the end of the car,

.and to fill this .space an auxiliary seat 73 is IOC IIC

'provided having a hinged connection 74 with the car-body opposite to the hinged connection 42 of the seat 11, said hinged connection 74 being identical in construction with that described for the section 44 of the seat 12 and so arranged that when the scat 7 3 is in inoperative position, which is against the rear wall of the car-bodyy and beneath the seat 11, said seat 73 will be'` depressed to a planebelow its normal plane, as clearly shown in Fig. 7. The free end of seat 73 is provided with a hinged leg 75, similar to that of the section 44, and the seat-plate 76 of this seat is provided with a back 77, having such hinged connection with the seat-plate as will permit the back to be turned Wholly beneath the seat-plate, as clearly shown in Fig. 9. Any desired form of latch 78 may be provided for securing the back and seatplate in relatively fixed and operative rela- Ation when desired. As stated, when the seat 1l is in a position transverse the car the seat 73, owing to its pivotal connection, is in a plane below the plane of the seat 1 1 and rests against the rear wall of the body and is concealed by said seat 11. In converting the car to that of the closed type, however, the seat 73, after the described movement of the seat 11, is turned in the opposite direction and arranged longitudinally of the car-body, this movement of the seat 7 3 on the revoluble support 74 causing said seat to move into a plane in alinement with the section 57 of the immediately-preceding seat 13, as will be ob vious. The back 77 is of course turned 'to operative position for use with the seat when in longitudinally-arranged position.

The backs of the respective seats are held in operative or elevated position by latches 77', adapted for free vertical movement and engaging when in lowered position keeper 7 8', formed on the seat-plates, allas clearly shown in Fig. 15.

By arranging the seat 11 for a sliding piv otal connection with the car I am enabled to provide va seat which in an open type of car is of a length coextensive with thewidth of the car-body, and it is to be understood that, if desired, this seat may be of the telescopic type described in connection with the other seats,l though such is not regarded as matee rial. Provision is thus made for adjusting the seats arranged transverse of the car when of the open type to positions extending longitudinally of the car adjacent the side walls g thereof whereby to provide the conventional seat arrangement of the car of the closed type.

In the closed type of car entrance is gained to` the interior thereof through a door 6, while in the open type of car entrance is gained through the sides of the car between the roof-standards 9. With this arrangement desirable means must be provided for closing the sides of the carin converting the l 84, 85, and 86 are provided with strips 92, 13o

same to the closed type and removing said closure in converting the car to the open type.

',.lo accommodate the particular construction forming this part of my invention, the roof-standards 9 are preferably hollow, the side walls being formed of any suitable material and the end walls 79 preferably' of metal and extending throughout the length of the standards. Each of these end walls are suitably bent or otherwise formed to provide a series of grooves or guideways 80, 81, 82, and 83, preferably coextensive in sectional dimension, but of different lengths, the channel 83 preferably extending throughout the length of the standard, while each of theothers are respectively proportionately reduced in succession, so that the guideway .80, which is arranged next to the outer wall of the standard, is shortest in length, while channel 83, arranged next the inner wall of the standard, is of greatest length, as clearly shown in Figs. 21 and 22. A series of panels 84, 85, 86, and 87 are arranged for coperation with the respective guideways, the panels of any particular series being arranged to cooperate with the guideways of the rear wall of one roof-standard and of the forward wall of the next succeeding standard, whereby to close the space between said standards when the panels are in lowered position. Each of the panels comprise a rectangular frame S8, the vertical side edges of which are embraced between the parallel flanges 89 of a guidestrip 90, which strip beyond said side edges loo is provided with a projecting tongue 91, designed to enter the proper guideway in the walls 79 of the roof-standard. By preference the guide-strip 90 is formed of a single strip of material bent centrally upon itself to `1o 5 provide the tongue 91 and projected laterally in opposite directions from the terminal of said tongue for a short distance, being then projected forward parallel to the tongue to provide the spaced parallel flanges 89, de- 11o signed to receive the side strips of the frame 88.

The panels are supported for movement in the respectively-alined guideways of the adjacent roof-standards, said panels 84, 85, 86, i

and 87 cooperating, respectively, with the guideways 80, 81, S2, and 83. The respective grooves terminate relative to t-he floor of the car to so limit the downward movement of the respective panels as to provide izo for completely closing the space between the M roof-standards throughout their length, `"asm" clearly shown in Fig. 18. The respective panehframes 88 are designed to support any ornamental filling strip or plate, that for the extending throughout the length of but of greater width than said frames, whereby to provide projecting portions 93, arranged beyond the plane of the frames and adapted to be successively contacted with by similar portions on the next adjacent frame, whereby to elevate and depress the trames in succession. The lower section 87 is provided with a similar strip 92 upon its upper edge weights 96, depending within the respective roof-standards, whereby to compensate for the weight of said section and assist in the operation of the panels.

In converting the car from the open type into the closed type the panels are moved into lowered position, as illustrated in Fig. 16, by drawing downward upon the panel 87 until its lower end contacts with the floor. In the downward movement of this panel the projecting edge 93 of the strip 92 on its upper edge will contact with the sealing-strip 94, supported on the projection 93 of the panel 86, drawing said panel downward until limited by contact with the lower wall of the guideway 8l. The panel 86 will similarly draw down panel S5 and the latter likewise operate panel 84, thus completely closing the space between the respective roof-standards and providing the car with wholly-inclosed sides. In converting the car from the closed type to the open type the lower panel 87 is elevated, the projection 93 thereof contacting with the projection 93 on the upper edge of the panel 86, elevating said panel and similarly elevating the panels 85 and S4 until all the panels arranged in practically transverse alinement are positioned at the extreme upper end` cf the respective reef-standards, thereby providing an uninterrupted opening between the root-standards and affording convenient entrance to the seats within the car.

In converting the seat structure from the closed type of car to that of the open type the operation is the reverse of that previously described in converting from the open type At9 the closed type, and it is believed to be fully obvious from the above detailed description, taken in connection with the drawings.

It desired, a suitable receptacle, as 97, may be supported from one of the end walls cf the car-body next the roof, in which cushions for use with the seats when the car is converted into the closed type may be stored during the use of the car as an open car.

Having thus described the invention, what is claimed as new isf 1. A car comprising a body, and seats movably connected to the body and adapted to be arranged transversely of or longitudinally of the body, a portion of said seats being arranged directl'T beneath other of said seats when in longitudinal engagement.

2. A car comprising a body, and seats movably connected to the body and adapted to be arranged transversely or longitudinally of the body, the seats being alternately connected to opposite sides of the body, whereby in their longitudinal arrangement they may bearranged adjacent both sides of the carbody.

3. A convertible car comprising a body, and seats movably connected to the body, said seats comprising telescopic sections adapted when extended to project transversely of the car-body and when in telescoped relation to provide an endless seat arrangement extending longitudinally of the car.

4. A convertible car comprising a body, a plurality of seats movably connected to the body and adapted when arranged transversely thereof to provide the seating arrangement of a car of the open type, a number ot said seats less than the whole being adapted to be turned longitudinally of the car and provide the seating arrangement of a car of the closed type, the seats not in use in the longitudinal arrangement being arranged in a plane beneath the seats in use.

5. A convertible car comprising a car-body, a plurality of seats movably connected with the car and adapted to be arranged transversely thereof, one of the seats comprising two ixed sections and a movable section telescoping with oneof the lixed sections, said iixed`section having hinged connection with the car-body and adapted to be turned up into contact with the same when not in use.

6. A convertible car cone prising a car-body, a plurality of seats movably connected with the car and adapted to be arranged transversely thereof, one oi the seats comprising two 'lixed sections and a movable section telescoping with one of the 'xed sections, said `tixed section having hinged connectionwith the car-body and adapted to be turned up into contact with the same when not in -use, and means for maintaining said section in elevated position.

7. A convertible car comprising a car-body, and a plnralitjf of seats having movable connection with the car-body, one of said seats comprising two lixed sections and a teleeopic section, the Iixed sections having novable connection with opposite sides of the car-body respectively and being` adapted to be arranged transversely of or longitudinally of the car-body, one of said connections oplOO IIO

erating to rnove the iiXed section into a plane below the norinal feeding plane when said section is arranged longitudinallj)T of the car- Ivo body.

8. A convertible car comprising a car-body, end seats supported by" the bodjf, and a pluralitjy of seats arranged intermediate the end seats and respectively connected in succession to opposite sides of the car-body', each of said latter seats comprising duplicate sections pivotally connected to the car-bodv and telescopic sections connected with one of said duplicate sections.

9. A convertible car comprising a car-body, end seats supported b v the body, and a plurality of seats arranged intermediate the end seats and respectivelyconnected in succession to opposite sides of the car-body, each ot said seats comprising a fixed section having connection with the car-body and a telescopic section arranged for reinovable connection to the opposite side of the carbody.

10. A convertible car comprising a earbody, end seats connected therewith, and a plurality of seats connected to the car-bodjf intermediate the end seats, one of the end seats being hinged tothe car-body to permit its being folded thereagainst when not in use, and the remaining end seat being inovaloljT connected to the bodjv to permit its arrangenient transverse or longitudinally4 of said bodjr, one oi the intermediate seats comprising independent sections connected respectively' to op osite sides of the car-bodj,T and adapted to e arranged transversely or longitudinally" of said body.

11.` A seat structure for convertible cars comprising a 'fixed section formed with a guidewav at each side edge, a sliding section mounted for telescopic inovenient in the guideway of the 'lixedsection, and nieans to inove the sliding section into a plane with the iXed section when the sections are fully extended.

12. A seat structure lor convertible cars comprising sections constructed wholly' of metal, the side edges of one section being bent to forni guidewajfs, the side edges of the other section being bent to form guides adapted for niovernent in the guidewajvs, the

walls of the guidewajs being formed with' guide-slots, and pins projecting froin the guides and working in said slots, the walls of said slots and the adjacent Walls of the guidewajls being inclined to cooperate with the guides and inove the sliding section into a plane with the niain section when said sections are extended.

13. A convertible car comprising a carbodjr, hollow roof-standards forming part of said bodjf, and side walls for said bodjf,T arranged in sections and slidably mounted in oiiset planes in the standards, each of said sections coperating with the adjoining sections to insure relative operation of all sections through nioveinent of one section, and ineans for counterb alancing the lower section.

141. A convertible car comprising a carbor fr, hollow rooistandards forrfing part of said bodv metallic strips forming the end Walls of said standards and provided with guidewa's, side walls for the bor fr arranged in sections mounted respectivelj.'d in the guidewajs, interengaging ineans carried bv the respective sections whereby* to insure the operation of all in the coniplete operation of any',T

one, and a counterbalancing ineans for the lowerinost section.

15. A convertible car comprising a carbody, hollow roof-standards iorniing part or' said bodjf, metallic strips forming the end walls of said 'standards and provided with guideways, side walls for the bodv arranged in sections and `slidably mounted in the guidewajrs, the ends of the respective sections being provided with projections -for engageinent in the operation of the sections, the sec tions intermediate the upper and lower section being provided on each end with said projections, and a counterbalancing ineans connected to the lower section and movable within the hollow standard.

In testimonv whereof I affix my signature in presence of two witnesses.

l/VALTER ALLEN JACOBS. Witnesses:

BURTON E. BAILEY, A. M. CLARK. 

